Солтүстік Джорджия тас жолдарының жағдайы және қозғалысы

State highway in northern Georgia

The entire concurrency with US 41/SR 3 in Marietta

The Georgia Department of Transportation (GDOT) average annual daily traffic (AADT) numbers for the year 2011 show a variety of average daily traffic load numbers as the route travels across western and northern Georgia. At the route's western portion in rural Carroll County, daily vehicle load averages hover around 3,000, with a route low seen west of US 27 at just over 1,000 vehicles per day. Averages quickly rise from about 7,500 vehicles north of SR 166 to reach numbers near 22,000 around I 20, then level off between 10,000 and 15,000 between Douglasville and Austell. Vehicle loads climb again north of Austell, reaching numbers between 27,000 and 38,000 between Austell and Marietta. By the end of 1926, US 78 was designated on SR 8 between Douglasville and Austell. The Pickens County portion of the Canton–Jasper segment of SR 5 had a "completed hard surface". Two segments had a "completed semi hard surface": the Cherokee County portion of the Canton–Jasper segment and the southern half of the segment from Blue Ridge to the Tennessee state line. Two segments had a "sand clay or top soil": the Douglasville–Austell segment of US 78/SR 8 and the Cherokee County portion of the Marietta–Canton segment of SR 5. Two segments were under construction: the Jasper–Ellijay segment and the northern half of the Blue Ridge–Tennessee segment. By the end of 1929, two segments had a completed hard surface: a small portion just north of the Cobb–Cherokee county line and from a point northeast of Canton to just north of the Pickens–Gilmer county line. Two segments had a completed semi hard surface: nearly the entire Gilmer County portion of the Jasper–Ellijay segment (except for the extreme southern part) and the northern half of the Blue Ridge–Tennessee segment. The Ellijay–Blue Ridge segment was under construction.

By the middle of 1930, the southern part of the Gilmer County portion of the Jasper–Ellijay segment had a completed hard surface. By the end of the year, the segment from Blue Ridge to the Tennessee state line also was completed. The entire Cobb County portion of the Marietta–Canton segment was under construction. By the end of 1931, the Douglasville–Austell segment of US 78/SR 8 had a completed hard surface. Three segments of SR 5 also were completed: from Marietta to the halfway point between the Cobb–Cherokee county line and Canton, from northeast of Canton to Ellijay, and from northeast of Ellijay to Blue Ridge. The southern two thirds of the Ellijay–Blue Ridge segment had a sand clay or top soil surface. Between April and August 1932, a portion south of Canton had a sand clay or top soil surface. A portion northeast of Canton was under construction. In August, the portion south of Canton was under construction. In October, a small portion at the northern terminus was under construction. By May 1933, the entire length of SR 5 from Marietta to Ellijay had a completed hard surface. In May, the northern terminus had a completed semi hard surface. In July, the entire Blue Ridge–Tennessee state line had a completed hard surface. In the third quarter of 1935, the Ellijay–Blue Ridge segment was also completed. By the end of the year, a portion northeast of Ellijay was under construction. In the first quarter of 1937, SR 5 was extended southwest from Marietta to SR 6 in Powder Springs. The next year, a portion of the extension southwest of Marietta had completed grading, but was not surfaced. By the middle of 1939, the central portion of this extension was under construction. In the third quarter of the year, this portion had completed grading, but was not surfaced.

Between April and October 1940, SR 5 was established on a segment from SR 16 in Whitesburg to Douglasville. There was no indication if the two segments were connected via concurrencies with US 78/SR 8 from Douglasville to Austell and SR 6 from Austell to Powder Springs. By the end of the year, SR 5 was extended from Whitesburg west southwest to US 27/SR 1 in Roopville, northwest to Bowdon, south southwest on a concurrency with SR 100, then southwest solely to the Alabama state line. Between the beginning of 1945 and November 1946, the portion north northeast of Bucktown and the portion from the south southeastern part of Bowdon to the Carroll–Douglas county line were indicated to be "projected mileage". Two segments of the highway were hard surfaced: a portion south southwest of Bowdon and the northern part of the Powder Springs–Marietta segment. By February 1948, three segments had a sand clay or top soil surface: from the Alabama state line to a point south southwest of Bowdon, the northern two thirds of the McWhorter–Douglasville segment, and the southern part of the Powder Springs–Marietta segment. By April 1949, the segment from Alabama to Roopville was shifted southward to a more direct path.

Between August 1950 and the beginning of 1952, the entire Powder Springs–Marietta segment had a completed hard surface. A portion north northeast of McWhorter had a sand clay or top soil surface. In 1953, the northern two thirds of the McWhorter–Douglasville segment was hard surfaced. A portion east of Roopville had a sand clay or top soil surface. Three segments had completed grading, but was not surfaced: from the Alabama state line to Roopville, the Carroll County portion of the Whitesburg–McWhorter segment, and a portion north northeast of McWhorter. Between June 1955 and July 1957, a portion east of Roopville had completed grading, but was not surfaced. Between July 1957 and June 1960, three segments were paved: the central portion of the Bucktown–Roopville segment, the western half of the Roopville–Whitesburg segment, and from southwest of Whitesburg to north northeast of McWhorter. By June 1963, the segment from west northwest of Tyus to Roopville was paved. By the end of 1965, the segment from the Alabama to east southeast of Lowell was hard surfaced. The segment from east southeast of Lowell to south southwest of Whitesburg had a "topsoil or gravel" surface. At this time, SR 5 Byp. was built and hard surfaced from US 76/SR 5 southwest of Blue Ridge to SR 5 north of the city. In 1966, SR 5 was hard surfaced from Alabama to Douglasville. In 1973, SR 705 was proposed from SR 3 (Church Street) in Marietta to SR 5 south of Blackwell, with an interchange with I 75. In 1977, I 575/SR 713 was proposed from I 75 north of Marietta to just south of the Cherokee–Pickens county line. It was completed from SR 140 south of Canton to SR 20 east of the city. The next year, the entire Cobb County portion (except for the southern end) of I 575/SR 713 was under construction. SR 5 through Blue Ridge was shifted westward, replacing the entire length of SR 5 Byp. Its former path through the city was redesignated as SR 5 Bus. By the end of the decade, SR 733 was proposed between two intersections with US 76/SR 5 northeast of Ellijay. At this time, SR 734 was proposed from US 76/SR 5 south southwest of Cherry Log, across US 76/SR 5 north northeast of Cherry Log, and then to another intersection with US 76/SR 5 in Lucius.

By March 1980, I 575/SR 713 was completed to SR 92 southwest of Woodstock and one exit to the south in the Canton area. SR 713 was proposed to be extended northwest to SR 5 in Talking Rock. SR 713 Spur was proposed from SR 5 to SR 713 at the northern terminus of I 575. SR 719 was proposed from SR 5 south southwest of Ellijay to US 76/SR 5 northeast of that city. Later that year, the southern completed part of I 575/SR 713 was extended south to I 75. The next year, SR 5's path from south of Nelson to southeast of Talking Rock was shifted westward, replacing SR 713 Spur and the northern extension of SR 713. The former path of SR 5 was redesignated as SR 5 Alt. At this time, SR 719 was under construction. In 1982, I 575/SR 713 was under construction from SR 92 southwest of Woodstock to south of Canton and from east of Canton to I 575's northern terminus north northwest of Ball Ground. SR 713 was proposed to be extended northwest to SR 5 west northwest of Talking Rock and north to the southern terminus of SR 719 at SR 5. The next year, SR 5's path from Powder Springs to Marietta was shifted eastward, replacing SR 340. I 575/SR 713 was completed from SR 92 southwest of Woodstock to south of Canton. SR 5 in the Ellijay area was shifted eastward. US 76/SR 282 was extended southeast to East Ellijay to rejoin it. This shifting of SR 5 replaced SR 719. The former path of SR 5 was redesignated as SR 5 Alt. In 1985, SR 5's path from Marietta to northeast of Canton was shifted westward, onto I 575. Its former path from Marietta to Lebanon was redesignated as SR 754. I 575 was completed northeast to a point southwest of Ball Ground. SR 5's path from Talking Rock to south southwest of Ellijay was shifted westward, replacing all of SR 713. In 1986, all of I 575 was completed. SR 5's path from northeast of Canton to north northwest of Ball Ground was shifted westward, onto I 575. The northern part was redesignated as a northern extension of SR 372. Between 1981 and 1986, SR 5's path in the Ball Ground–Nelson area was shifted westward, onto I 575. Part of the former path was redesignated as a northern extension of SR 372. In 1989, SR 515 was designated on SR 5 from I 575's northern terminus west of Nelson to Blue Ridge. Between 1984 and 1991, US 76/SR 5/SR 515 was shifted onto the path of SR 733 and SR 734, replacing them.

On March 28, 1988, SR 5 was designated as "Chieftains Trail" between Canton and Ellijay. On April 28, 1999, SR 5 was designated as "C. F. 'Coote' Mason Highway" between the end of its concurrency with SR 515 and its northern terminus. In 2005, the interchange between SR 5 and SR 515 in Blue Ridge was designated as the "A. L. Stepp Interchange".

Jcttop|exit|length ref= Between 1966 and 1973, it was actually established on this proposed path. By 1984, it was decommissioned.